Tag Archives: Boeing B-17 Flying Fortress

Flight excursion to the Flying Legends airshow at Duxford.

Two weeks ago, Albert, a work colleague, and I took one of the aeroclub’s DR-400 airplanes to make a flight excursion from Toulouse to Northampton Sywell, Old Warden and Duxford (England) as part of a “Fly out” organised by the Aviation Society of the Airbus Staff Council, in which 6 aircraft would make the trip.

The main purpose of the flight was twofold:

  • Visit the Shuttleworth collection and their evening flight display on Saturday 14th July.
  • Visit the Flying Legends airshow at Duxford, hosted at the Imperial War Museum, on Sunday 15th July.
Mont Saint 34_Michel

Mont Saint Michel.

During the trip we were to make 6 flights: Toulouse Lasbordes (LFCL) – Cherbourg (LFRC), Cherbourg – Sywell (EGBK), Sywell – Old Warden (EGTH), Old Warden – Fowlmere (EGMA), Fowlmere – Laval (LFOV), Laval – Toulouse Lasbordes. In all about 14 hours of flight time, which we split among the two of us, together with sharing the navigation and radio communications workload.

Flights_picture

We prepared the flights using Mach 7 online tool, with which we generated the flight logs and routes for GPS, which could only be charged onto Albert’s smartphone, I replicated them in my Air Navigator app on my phone as well, however we did most of the navigation by way of following the paper charts.

Chart

Having to fly most of France from South to North, we decided to overfly some castles of the Loire Valley (Chenonceau, Cheverny and Chambord), the racing circuit of Le Mans and Omaha beach in Normandy (which we couldn’t see well due to the presence of clouds at the time we passed). See below some of the pictures we took of those places (with the smartphone, no pro cameras on board).

1_Chenonceau

Château de Chenonceau.

2_Cheverny

Château de Cheverny.

3_Chambord

Château de Chambord.

4_Le Mans

Racing circuit of Le Mans.

We then made a stop, refuelled the airplane, ate some energy bars and departed for England. The weather seemed uncertain and there were several air traffic restrictions due to the Royal International Air Tattoo going on at Fairford, preparations for Farnborough air show, and the visit of Donald Trump, staying at Buckinghamshire. However, our colleague found a corridor through which we could fly smoothly past 15 h local time. We over flew the English Channel (La Manche) and approached the islands by first flying over the Isle of Wight (where I stayed one month during the summer of 1999 working at Camp Beaumont in Bembridge, at the eastern corner of the island, pictured below), the Hayling island leaving Portsmouth to our left, then up North by way of Winchester, Reading, Oxford and then Northampton. But as you can imagine, as there are not sign posts in the sky we were flying following the instruments and different navigation references close to those places. We took the opportunity to over fly Silverstone racing circuit.

5_Isle of Wight

Isle of Wight.

6_Silverstone

Silverstone racing circuit.

We then landed at Sywell, where we stayed for a night at the Aviators hotel, by the aerodrome, an ideal place to make an overnight stop.

 

The following morning we made a short flight to Old Warden, a small grass aerodrome where the Shuttleworth collection is based.

I found about the Shuttleworth collection some years ago in Twitter and started following their account (@Shuttleworth_OW). They happen to have arguably the largest collection of flying aircraft from the 1910s and 1920s. They do have the oldest flying machine in airworthy condition, a Bleriot XI from 1909. Rather than introducing the collection with a few paragraphs, I share here this video from their site:

For me, visiting the collection was a dream come true, moreover on a day in which they would fly most of their airplanes. See below a few pictures.

10_Bleriot XI

1909 Bleriot XI. The original oldest airplane in airworthy condition.

11_Triplanes

1920s biplanes (DX60X Moth, Southern Martlet).

12_Bristol Boxkite

Bristol Boxkite 1910 replica flying.

9_Avro Triplane

Avro Triplane 1910 replica.

I wanted to share a short video I took of the Bristol Boxkite 1910 replica flying just after taking off (a replica built in 1965). It took its time to gain some altitude, always at quite low speeds. It never went much higher than 50 ft. It was wonderful to see it flying.

We stayed the night over at the camping by the aerodrome and in the morning we departed for Fowlmere, another grass aerodrome a few miles from Duxford. The taxiway at Fowlmere was fully packed of small airplanes (including the Antonov An-2 coming from Germany that you can see below) and tents of pilots that had been camping the previous night or would camp the following one, as we did.

 

We got a faboulous breakfast at the airfield and then drove to Duxford to attend the Flying Legends air show and visit the Imperial War Museum.

Flying-Legends-2018Our Fly out was organised by a fellow British colleague, Derek. He recalled how being brought to Flying Legends as a child by his father had been a marking moment. He only came again decades later. The air show is one of the biggest and best classic aviation events in the world. If you have the chance to visit it once, do not hesitate, go.

This year the show commemorated the 100th anniversary of the Royal Air Force and the 50th anniversary of the filming of Battle of Britain which had Duxford as one of the locations and some of those very airplanes as main characters of the movie. Other locations of the filming were the Tablada airfield in Seville (where Airbus Defence has facilities), the coast in Huelva passed as Dunkirk or San Sebastian as if it was Berlin.

There are plenty of aircraft to see up close, from the flight line, many exhibitors come with  books, models, clothing, memorabilia, etc., you’ve got the museum in itself (!) to visit, you have literally dozens of WWII birds flying, among them: Supermarine Spitfire (we saw a formation of 11 of them flying), Hawker Hurricane, North American P-51 Mustang and resident Boeing B-17 Flying Fortress Sally B (only B-17 in flight in Europe)… By the end of the day you will be more than overwhelmed, exhausted, but with that smile of wonder when watching those jewels fly up in the air while you hear the engines roaring, the music and the explanations from the commentator of the show.

21_Flying Fortress

Boeing B-17 Flying Fortress Sally B.

20_Flying Fortress

Boeing B-17 Flying Fortress Sally B.

 

See this short video of the Balbo formation flight at the end of the display with 25 single engine WWII birds flying…

After the show we headed back to Fowlmere where we had dinner with three other colleagues (French and German) before walking to the airfield to camp by our airplane, which felt as the aviation of the beginning of the XX century.

22_camping

Fowlmere_4

Monday 16th July, feeling exhausted and overwhelmed, was the day to come back to Toulouse. The weather seemed good in England and to cross the channel but not so in France, so we took it with calm. We flew through the East of London, crossed the channel and then overflew all the coast of Normandy down to Omaha beach, then we headed South West to the Mont Saint Michel and then to the airport of Laval. There we rested for a couple of hours, ate more energy bars, studied the meteorological conditions to go further South and finally departed back to Toulouse Lasbordes.

24_London

London skyline.

25_Qeen E II bridge & Littlebrook Power Station

Queen Elizabeth II bridge and Littlebrook Power Station.

26_Thames

Thames river estuary.

27_Cliffs d'Etretat

Cliffs of Étretat, Normandy (France).

28_Le Havre Pont de Normandie

Le Havre. Pont de Normandie.

29_Oil tankers

Oil tanker ships departing from Le Havre.

30_Sword beach

Sword beach (British). Normandy Landing.

31_Arromanches

Remainings of Arromanches mulberry bridge.

32_American cemetery Omaha

American cemetery at Omaha beach.

33_Omaha beach

Omaha beach.

Mont Saint 34_Michel

Mont Saint Michel.

Main takeaways and afterthoughts:

  • The airshows and visits were totally worth it. Dreams come true.
  • Over flying those castles, circuits, beaches, historical landscapes… you can imagine, breathtaking.
  • Radio communications: much easier than expected, in England as well (even if the there were lots of radio frequency changes to be made around London). French in France, English in England.
  • We made ourselves follow in each air space. It forces you to interact more with the control but it adds to the safety of flight (traffic information overflying Saint Michel or the castles is advice-able).
  • Flight plans: in France they are not required for the long flights we did South-North flying spaces E and G. But we filed them. It allows the control to better follow you. They know your plans, they give clearances for D spaces without hesitation.
  • All the terrains we visited in England required PPRs (a colleague took care of this).
  • To fly into England a GAR report must be submitted in advance.
  • We didn’t touch a single sterling pound in the four days, credit cards almost did the trick for everything. A colleague had to pay for a taxi and a meal. We could have avoided that by selecting alternatives which accepted credit card payment.
  • We had to divert due to the meteorological conditions when arriving to one of the destinations. Clouds and fog were closing our visibility. We found ourselves with no more than 3-4 km of visibility and flying very low, so we turned back. The two diversion aerodromes we had initially selected would not do the trick (in the middle of the cloud region). We had to look for a third one in flight. That was stressful. Luckily we were two pilots on board: one keeping the airplane on air, the other navigating, looking for a suitable aerodrome and downloading the aerodrome chart (we carried about 30 on board, but not the one we finally needed). Lessons learnt: never spare charts, you may need them; ensure you’ve got batteries and chargers on board (you may need them in the worst situation), if you are the only pilot on board, but have passengers with you, try to get one of them briefed in advance of what can he or she do if something happens.

After this excursion I have completed just above 120 flight hours, and I am quite happy with the flight training provided by the aeroclub and system in France. Before the excursion we had some uncertainties about some aspects of the flight. In the end all of it was much easier than expected.

 

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B-36 Peacemaker

In a previous post about the Pima Air & Space Museum, I mentioned that I viewed the (Consolidated) Convair B-36 Peacemaker bomber as one of the highlights of the museum.

The B-36 was a strategic bomber which operated at the beginning of the cold war. The design of the aircraft started prior to the entry of USA in the WWII. The US Army Air Corps was seeking a bomber with an un-refueled intercontinental range, that is, that could fly from the US East Coast to Europe, drop bombs and fly back to the USA without being refueled. That mission was out of the range of the bombers being used at the time, the Boeing B-17 Flying Fortress and the Consolidated B-24 Liberator.

A bit less than 400 aircraft were built and it was retired from service at the beginning of the 1950s, when the B-47 and B-52 started to take over its role.

XB-36 prototype with single-tyre landing gear legs (and without jet engines).

The development of the aircraft showed some pitfalls that are curious to reflect on. For example, initially the main landing gear consisted of two legs with a single (huge) tyre each (see picture in the right). That caused significant pressure to be stood by the runway resulting in it being able to operate only from 3 runways in the USA (!). In the pictures below you can see that the series production has 4 wheels per leg.

Another interesting point is that of the engines. The B-36 initially had six 28-cylinder Pratt & Whitney R-4360 “Wasp Major” radial engines (see the internal movement of a piston radial engine in this post, with a video taken at National Air and Space Museum in Dulles, DC). Each engine drove a three-bladed propeller, 5.8m of diameter (for comparison, A400M propellers have a 5.3m diameter), mounted in the pusher configuration. This configuration led to some engine fires due to engine-overheating. The aircraft also was very slow in taking off and thus from the version B-36D Convair added 4 General Electric J47-19 jet engines, two in each outer part of the wings. This improved take-off performance, however in normal cruise, to reduce fuel consumption the jet engines were shut off, and some louvers covered the air intakes to reduce drag (see pictures below). This made the B-36 have in the end 10 (!) engines: 6 piston engines and 4 jet engines (“six turnin’ and four burnin’ “, as described by Airmen Magazine, the official US Air Force magazine).

See some of the pictures of the Convair B-36 Peacemaker that I took at Pima in the slide show below:

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To put things into perspective, some of the technical specifications:

  • Length: 49.42m >> A380 length is 72.73m (much longer)
  • Wingspan: 70.12m >> A380 wingspan is 79.75m (~)
  • Wing area: 443.5m2 >> A380 wing area is 845m2 (almost 2x)
  • Empty Weight: 75,530kg >> A400M empty weight is 76,500kg (~)
  • Maximum Take Off Weight: 186,000kg >> A400M MTOW is 141,000kg (lower)
  • Combat radius: 3,465nm >> B-52 combat radius is 3,890nm, or 787 range of ~8,000nm (note radius vs. range) (~)
  • Armament: 39,000kg of bombs >> B-52 carries ~31,500kg of bombs (lower)

Finally, you may see below the first part of a 30-minute documentary about the B-36, the requirement behind it, its prototypes, development, etc.:

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Pima Air and Space Museum

Pima is a county in the South of Arizona, where the city of Tucson is located. Tucson is home of the Davis-Monthan Air Force Base, where the US Air Force’s 309th Aerospace Maintenance and Regeneration Group (AMARG), known as “The Boneyard”, is located. I wrote about the Boneyard in a previous postIn order to visit the Boneyard, you need to visit the Pima Air & Space Museum and that is how I got to know about the museum.

The description of the museum from their website states (the emphasis is mine):

“The Pima Air & Space Museum is one of the largest aviation Museums in the world, and the largest non-government funded aviation Museum in the United States. You’ll see more than 300 aircraft and spacecraft including many of the most historically significant and technically advanced craft ever produced, both from the United States and throughout the world.”

Pimar Air & Space Musem (Tucson, AZ).

Pima Air & Space Museum (Tucson, AZ).

The museum has 6 hangars and one space gallery, plus an impressive exhibit outdoors, which can be visited with a tram or on foot (or both). You can see in the map below the arrangement of the museum:

Pima Air and Space Museum map.

Pima Air and Space Museum map.

Together with the plan the visitor is handed an inventory of the aircraft on exhibit and where are they located (in which hangars):

Pimar Air and Space Museum inventory.

Pima Air and Space Museum inventory.

As you can see from the inventory above, the list of aircraft exhibited at the museum is simply impressive, overwhelming. Add to that, that in this museum you can get as close to the aircraft as you wish.

In the website of the museum you can find brief explanations of each of the aircraft on exhibit (here). This aircraft index can be surfed very handily ordering the aircraft by different criteria. The information about them includes some technical specifications, a brief historical explanation and a picture of the aircraft (I would almost say that it makes up for a visit of the museum). A very good job on the part of the museum curators.

Some of the highlights (in my opinion) of the museum:

Find some pictures I took of some of these aircraft and others in the slide show below:

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The Pima Air & Space Museum has also facilities to restore the aircraft they get and bring them to a decent status to be put on exhibition. Some of the aircraft are on loan from the US Air Force Museum.

Within the museum there are plenty of US armed forces veterans willing to share with you detailed explanations or anecdotes from any of the aircraft. The tram visit of the outdoor exhibit is guided by one of these veterans… no need to say that the experience is fantastic.

It goes without saying it, that I strongly recommend to visit this museum as it is one of the best aerospace museums that I have ever visited. Couple that with the visit to the Boneyard and it is definitely a must for aerospace aficionados.

Finally, some tips to visit the museum:

  • plan your visit as early as possible (doors open at 9am),
  • allow yourself no less than 5 hours to comfortably visit the museum,
  • if the visit is in summertime, bring a bottle of water with you (which can be refilled in any of the many sources inside the museum),
  • plan to have lunch in the museum,
  • book yourself a place both in the tram to visit the outdoor exhibit and in the bus to visit the Boneyard (for this a photo ID will be necessary), as tickets sell out, be there at 9am.

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